Air-brake-controlling apparatus.



A. ST. JOHN.

AIR BRAKE CONTROLLING APPARATUS.

APPLICATION FILED DEC. 30. 1913.

Patented Feb. 19,1918.

9256x607' 45Min-SHEET l j fm1- I i I L? A. ST. JOHN.

AIB BRAKE CONTROLLING APPARATUS.

APPLICATION FILED DEC. 30. 1913.

1,256,607. Petented Feb.19,1918.

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1 e [vivai/Liar: Witnesses e LCEZ cf, JUL B y (lttorncys n A. ST. LOHN.

AIR BRAKE CONTROLLING APPARATUS.

APPLICATION FILED DEC. 3o. 1913.

. ,256,67 Patented Feb. 19, 1918.

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AIR BRAKE CONIROLLING APPARATUS.

APPLICATION FILED DEC. 30. I9I3. i

Patented Feb. 19,1918.

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ANGEL sT. JOHN,

AIN BRAKE COMPANY, oF WILMERD PENNSYLVANIA.

AIR-BRAKE-CONTROIJLING APPARATUS.

Specication of Letters Patent.

0F WORCESTER, MASSACHUSETTS, ASSIGNOR TO THE WESTINGHOUSE ING, PENNSYLVANIA, A CORPORATION OF l Patented Feb. 19, i918.

Application led December 307 1913. Serial No. 809,449.

To all whom t may concern.'

Be it known that I, ANGEL S'r. JOHN, a citizen of the United States, residing at VOrCester, in the county of Worcester and State of Massachusetts, have invented a new and useful Air-Brake-Controlling Apparatus, of which the following is a specification.

This invention relates to an air brake controlling apparatus and particularly to a type ofsuch apparatus adapted to be set in operation by track signals controlled by the usual block signal device.

It is an essential feature of such apparatus that the character of the brake application shall be duly cordinated with the existent conditions and accordingly it is one of the objects of my invention to provide a device which may be operated by a signal at intermediate or control position to reduce the speed of the train to a predetermined or control speed and which will be operated by a signal at stop position to cause an emergency application of the brakes and to bring the train to 'a standstill.-

It is generally found desirable to' permit a train to pass a control signal and even a stop signal without applying the brakes, provided the speed of the train does not exceed a maximum fixed in suitable relation to each condition. A second object of my invention is, therefore, to provide a device of the character described ordinarily operable by a track signal in either control o-r stop position but rendered automatically inoperable with respect to a signal in either' posit-ion when the speed of the train does not exceed a maximum speed predetermined and fixed with reference to each position of the signal.

Another object is to remove the apparatus from the contro-l of the engineer during the automatic operation of the device until the application of the brakes is completed and the several positions which they occupy during the different operations of the apparatus;

Fig. l shows all parts of the automatic valve mechanism in normal running position;

Fig. 2 is a similar view showing certain of the parts in position to apply the brakes after being placed in operation by a track signal set in control position, this position of the parts being hereinafter referred to as service position; u

Fig. 3 shows the parts in a further stage of the control application, this position being designated as the lap position in which the brakes are applied with constant pressure to reduce the speed of the train;

Fig. 4 shows the parts in position to release the brakes and to start the return of the parts to normal running position, this position being designated as release position;

Fig. 5 shows the parts during an emergency application of the brakes;

Fig. 6 shows the parts in the preliminary position for releasing the brakes after an emergency application;

Fig. 7 shows the parts in the final position for releasing thebrakes after an emergency application Fig. 8 shows the effect of the speed controlling mechanism during a control application of the brakes, and

Figs. 9 and 10 show the eifect of the speed controlling mechanism during an emergency application, the parts in Fig. 9 being in position to permit an emergency application after a train has passed a stop signal at a speed below the control speed but greater than the safe speed at which a train may pass a stop signal and Fig. 10 showing the speed regulating device in position to prevent an emergency application when the train is running at safe speed or less.

The automatic valve mechanism will first be described: All parts of this; mechanism are shown diagrammatically in Fig. 1 Whereas in Figs. 2 to 10 inclusive certain of the parts are omitted and only those parts are shown which are operable under the conditions shown in each figure. p Connections which pass in the rear of other connections v without intersecting them are conventionally shown as broken away on each side when passing the latter Connections.

This portion ofthe` apparatus consists" mally contain air at main reservoir press ure, the main reservoir being a component partof the ordlnary air brake mechamsm.

When one portion of the cylinder is con nected to a 'reservoir containing air at a lower pressure, the pressure .in that portion of the cylinder will be reduced and the pis- `ton will move until the pressures are again equali'zed, .theextent of itslmovement being determined by the original pressures and the dimensions ofthe various air containers. 4By the serial action of the automatic valves, the connections between the cylinder and the reservoirs are so modified that, the main valve assumes the various positions necessary to apply and release the brakes in approximately the manner in which they are manually applied by the engineer.

Twotypes of brake application are provided for as follows: First, a control application which servesto reduce the speed of the train to a predetermined point when the train passes a track signal set at intermediate orcaution-position Second, an emergency application which brings the train to a standstillwhen it passes a track signal set at danger or stop position.

The character of the application is determined by the position of the track signal,v

the operation of which is controlled by suitable connections to any of the ordinary types of block signal apparatus.

All parts of the automatic valve mechanism are for convenience represented dia-- grammatically as a single unit, but it should be understood that in practice the mechanism may consist of any desired number of separate parts suitably connected.

As shown in Fig. 1 the automatic valve mechanisml includes a starting plunger l l adapted to be moved longitudinally by devices controlled by the track signals. Mounted upon the plunger lis a starting valve 2 .which ser-ves when moved from its normal determined by the position to which thestarting valve is moved. Movement of the valve to the intermediate position shown in Fig. 2 results in a control application, while its movement to the eXtreme position shown 1n Fig. 5 results in an emergency application. The valve 2v is inclosed in an air,

chamber A. The starting plunger 1 has secured toits upper end a control piston' `movable in an air chamber Gr.v The upper tudinal .to the atmosphere or to the main reservoir,

end ofthe vplunger is provided with a trans versey passage 2a and with a Small' longipassage 2b'. communicating therewith.

The main control piston is indicatedat 4 and is connected by a plunger to the main valve 5. This valve'in its various positions determines the connection of the brake pipes thereby. resulting in the application or release of the brakes. The piston 4 moves in a cylinder of 'which the portion to the right of the piston lis indicated by the reference letter B, while the portion to the left is indicated by the letter C. The chamber C communicates directly withv a storage chamber D.

The valve 5 is mounted in an air chamber E which is directly connected byl a pipe L to the main reservoir S. A piston 'Gmounted 'in an air chamber F controls the movement of a slide valve 7 hereinafter designated as the charging valve, which is mountedfin a chamber X and has for one of its functions the connection of the chamber C to the main reservoir when thev parts are in normal po- ,sition, thereby permitting the charging of the chamber C to main reservoir pressure. This admission of main reservoir pressure to the chamber C takes place through a system of connections including the emergency release valve 17, the small passages 2a and 2b in the upper part of the starting plunger 1, the valve chamber A, the passage from the chamber A past the governor plunger 100 13 to the chamber B, the small passage shown adjacent to the piston 4 in Fig. 1 and connecting the chamber B to the under-side of the check valve 15, the chamber X and the passage connecting said chamber to the chamber C. The piston 6 and the valve 7 are normally maintained vin the position shown in Fig. 1 bya coil spring 8 encircling the piston rod.

An additional piston 9 is mounted in an 110 air chamber H directly Lconnected to the brake pipe N and serves to control the movements of a slide valve 1-0, hereinafter designated as the control valve, which serves to maintain the application of the brakes during a control application until the speed has been reduced to the permissible or control speed., K

A piston 11 shown near the upper right` hand corner of F ig. 1 is mounted to move 120 in an air chamber I whichA is directly connected with an. additional air space J. The piston 11 has secured thereto a plunger 12 which helps to prevent accidental'displacement of the starting valve piston 3 andv 125 starting valve 2 during a control application of the brakes. The plunger 12 is provided with a small air passage extending longitudinally thereof as indicated in Fig.

l which serves to permit the escape of air 13o from the lower portion of the chamber I, when the piston 11 moves to the position shown in that ligure. u

. As previously stated it is one of the obJects of my invention to render the automatic valve mechanism inoperative when the speed of the train is reduced below certain predetermined limits and the mechanism for attaining this result is indicated as a governor plunger 13 having two intermediate portions thereof cut away and provided at its upper end with a piston 14 movable in an air `chamber li directly connected b y one of the passages L to the main reservolr S.

The governor plunger is operated through suitable connections to any desired type of centrifugal governor but as the governor and connections forni no part of my invention they are not shown in the drawings. For the understanding of this application, it is suiicient t0 state that the plunger is so connected that it will gradually rise as the speed is reduced ieaching the position shown in Fig. 8 when the train is moving at control speed, and the position shown in Fig. 10. when the train moves at safe speed. The piston 14 moves to the extreme lower end of the chamber' K when the train is moving at greater` than control speed and to the extreme upper end when the train is brought to a standstill. Although shown as a plunger it should be understood that any suitable type of slide or piston valve may be substituted therefor.

Reference characters 15 and 16 indicate check valves in the connections leading from the #chamber B. The emergency release valve 17 is shown in normal position in Fig. 1 and in position to start the release of the brakes after an emergency application in Fig. 6. The character 18 indicates a small passage to the chamber J which is normally closed by the valve 17.'

As previously stated the reference letter L indicates a connection to the main reservoir. M indicates a connection to the engineers valve bv which the brakes are ordinarily controlled. N indicates a connection to the brake pipes controlling the application of the brakes throughout the length of the train. O, P and Q indicate connections respectively to the air chambers R1 R2 and R3, and T, U and V indicate exhaust ports leading from the valves 5, 7 and 2 respectively to the atmosphere.

The principal connections of the various chambers when the parts are in their normal ruiming position are `as followsz-The starting valve chamber Ais connected to the main reservoir S through the passage 2b in the upper end of the starting plunger 1,-the transverse passage 2a therein, the emergency release valve 17 and the connection L. The main piston chamber B is connected to the starting valve chamber A through a passage controlled by the governor plunger 13. rIhe chamber C is connected to the chamber B through the chamber X of the charging valve 7, around the end of said valve and through thecheck valve 15 and the small passage entering the chamber B near its left hand end. These connections insure main reservoir pressure in both the chamber B and the chambers C and D under normal conditions but any accidental movement of the piston 4 and valve 5 from the normal position immediately results in the closing of the passage to the check valve 15 and further movement of the piston is prevented as it is immediately resisted by the difference in pressure on the opposite sides of the piston.

The chamber D is always directly connected to the chamber C and serves merely for air storage. rl`he main valve chamber E is directly connected to the main reservoir S through the connection L. The space F at the right side of the charging valve piston 6 is normally connected to the atmosphere through the main valve 5 and the brake pipe exhaust port T, while the space at the left side of the piston 6 is connected to the atmosphere through the charging valve eX- haust port U.

The starting valve control cylinder G is normally connected to the chamber through the emergency release valve 17, the Y charging valve 7 and the check valve 15. The control valve chamber H is directly connected upon the left side to the vbrake pipe N and upon the right side to the atmosphere through the charging valve 7 and the exhaust port U. The starting valve stop cylinder I is connected to the main reservoir through the transverse passage 2a in the starting valve piston 1, the emergency release valve 17 and the connection L. The chamber J is always directly connected to the chamber I and serves for air storage purposes. The governor plunger chamber K is directly connected to the main reservoir.

The reservoir R1 is normally connected to the chamber C through the connection O and the control valve 10. The reservoir R2 is connected to the atmosphere through the connection P and the valve 10, the starting valve 2 and the starting valve exhaust port V. The reservoir R is normally connected to the chamber B through the connection Q and the check valve 16.

It will thus be seen that in normal position all parts of the apparatus are maintained at main reservoir pressure except the chamber H which is at the pressure maintained in the brake pipes, usually somewhat less than that of the main reservoir, and the: chamber F and reservoir R2 which are open to the atmosphere.

The main features in the operation of the device ,will now be indicated with a detailed description of the movements of the ber B and connects the chamber' B to reserseveral parts through which these results are vo1r R3. As this last reservoir was formerly obtained. I cllosed) at Ilighlpressure, its connection to the c am er wi l increase the ressure in said 'Sewwe miam F29 Z chamber and cause the pistd)n 4 to-move a 70 When the train passes a track signal set certain distance to Athe left so that the valve at the intermediate orcontrol position the 5 will cut off the connections from the brake startling valve 2'will' be moved to the interpipe N to the atmosphere. The pressure in V medla'te position shown in Fig. 2. This the brake pipe 1s thereafter maintained conmovement of the valve causes the chamber` stant and the application of thel brakes will 75 B tov be disconnected from the main resercontinue under this pressure until the speed voir S and to be connected to the reservoir fhas dropped to the predetermined point des- R2 which was formerly at atmospherlc presignated as the control speed.

sure this connection being made through a relcess in plunger 13, starting valve 2, a second Release 708Zt-20" FW 4 80 recess in plunger 13, control valve 10 and When this speed is reached, the governor connection P. This reduces. the pressure in plunger 13 rises to the position shown in the chamber B causing the movement of the Fig. 4 cutting oil' the'prior connection from piston 4 to the right to the position shown the chamber B to the reservoir R3 and again j in Fig. 2 and connecting the brake pipe N connecting said chamber to the main reser- 85 to the atomsphere through the exhaust port voir S through chambers J and I, valve 17 e pressure in the brake pipe is thus and connection L. The reservoir R3 is still reduced and thebrakes are thereby applled. connected to the chamber B through the The reservoir R3 1s closed by the check valve check valve 16 permitting the pressure i'n 16 as the pressure in chamber B falls and is R? to be restored to main reservoir pressure. 90

therefore maintained at main reservoir pres- The resultingincrease of pressure in the sure. chamber B causes a still further movement At the same time the engineers valve conof the piston 4 and valve 5 to the left therenection M vis out off from the main reservoir by connecting the brake pipe N to the reserpreventing the release of the brakes by the voir S which raises the pressure in the brake '95 'l engineer. Also acomparatively slight movepipe and'releases the brakes. This movementof the main valve is suficlent to -permit ment of valve 5 also restores the connection air from chamber E at main reservoir presbetween the engineers valve pipe M and the sure to pass around the end of the valve to main reservoir. As the pressure in the brake the right side of chamber F shifting the pipe rises the valve 10 is forced to the right 100 charging valvepiston 6 and valve 7 to the and connects the reservoir R1 to the chamber left. This connects chamber C to the right C (Fig. l). As the reservoir R1 was cut off hand side of chamber H, and connects chamat less than main reservoir pressure the conber G through the charging valve 7 andthe nection of the chamber C to the reservoir exhaust port U to the atmosphere. The R1 reduces the pressure in the chamber C V106 pressure in chamber G being thus reduced, and the piston 4 and valve 5 again move to the main reservoir pressure in chamber I the left and thus return to normal position. holds the stop'piston 11 securely seated and This cuts off the main reservoir from thel the pressure from below on the starting. brake pipe Nand connects the right hand valve piston 3 forces it against the stop portion of chamber' F to the atmosphere 110 plunger 12 thus holding the starting valve through the brake pipe exhaust port T. The l in place in spite of jars and vibrations. I spring 8 then shifts the charging valve ,7 hepressure in the brake pipe is always to the right restablishing the original cony maintained lower than that in chamber C nections of chambers C, G and H. The

(except perhaps momentarily during the pressure on the upper'and lower faces ofv115 motion of the main valve and piston) Abut the starting valve control piston 3 now being the left hand face of the control valve pisthe same, (main reservoir pressure), the ton 9 is enough larger than the right hand force on the upper face exceeds that -on the face to compensate any difference in preslower owing to the area, .occupied by the v sure that may exist and hold the valve closed starting plunger 1. Hence the starting valve 120 until the brake pipe pressure is reduced to control piston 3 and valve 2 will bereturned the proper point for effective application of to their normal positions. The governor the brakes. The piston 9 andthe lcontrol plunger 3 will return t0 its normal-.position valve 10 then move to the left to the position when the speed is suiiciently-increased. The shown in Fig. 3. parts will then be again as shown in Figi; 1. 125

Lap position Fig. 3. l Emergency application-Fig. 5.

As the control valve 10 moves to the left Referring now to the operation of the' it cuts oil'l the reservoir R1 from the champarts during an emergency application, it ber C and the reservoir R2 from the chamshould be understood that if the starting 130 Cil plunger 1 is actuated by a track signal set in the stop or danger position, the starting valve will be moved to its extreme upper position. This movement results in directly connecting the chamber i3 to the atmosphere, throiwh the starting valve chamber A and the eriliaust port V. The main valve piston l and valve 5 are at once shifted as yfar as possible to the right connecting the brake pipe N to the atmosphere through the exhaust port T? cutting od the engineers valve and admitting air from the main reservoir to the right hand side of chamber F through c onnection L and chamber E. The charging valve piston 6 and valve l are thus shifted to the left as in a control application con necting chamber C to the right hand side of chamber H and connecting chamber G to the atmosphere through the exhaust port U. fEhe shifting of the starting valve control piston 3 to the extreme position has carried with it the stop piston 11. The chambers l and J are at main reservoir presm sure before the raising of the stop piston 11 and this pressure is slightly increased by compression after the piston 11 cuts off the connection of the chamber I to the main reservoir S. The application of main reservoir pressure to the under-side of both the stop piston 11 and the starting valve. piston 3, the latter acting against atmospheric pressure only, is more than suilicient to overcome the downward pressure from the piston 11, thus holding both pistons securely in their extreme upper positions regardless `of jolts or vibrations. All parts will maintain these relative positions until released as de scribed below., except the governor plunger 13 which will gradually shift to its highest position as the speed is reduced, and control vaflve 10 which will eventually shift to the le t.

Release after emergency appZzoatzon:-Pre Zz'mz'nary position. Fig. 6.

After the train has been brought to a full stop the brakes may be released by the nianipulation of the emergency release valve 17. This is first rotated a quarter turn to the right from the position shown in Figs. 1-5 to that in Fig. 6. The main reservoir S is thus connected to chamber G and through the small passage 18 to chambers J and I. The space below the starting valve piston 3 and the space below the stop piston l are at the Sametime connected through the charging valve 7 and the exhaust port U to the atmosphere. rlhe starting valve piston 3 is thus forced down returning the staring valve 2 to its normal position. The stop piston 11 is forced down till it clears the connection in the side of the chamber l when the pressure in the chambers l and J is relieved by the escape of air to the atmosphere. This gives an audible signal that this portion ofY the release has been completed.

Release after emergency posit/ion.

application .'-F'no Fig.

The emergency release valve 17 is then turned back to its original. position admit ting` air from the main reservoir to chamber B through transverse passage 2a chambers l and J and past the governor plunger 13. The main valve piston l and valve 5 are thus returned to approximately the same position as in a release after control application. rlhe brakes are then released and the parts returned to their normal position as described in connection with the control application.

Provision for rendering the valve mechanism inoperative at reduced speeds.

T he provision for disconnecting the brakes from the control of the starting valve when the speed is reduced to either control -or safe speed is shown in Figs. 8, 9 and 10. In Fig. 8, the starting valve is in the position to which it has been moved by a track signal set 'in control position and it will be seen that as the train is moving within the control speed the governor plunger has risen to a position in which it cuts olf the connection from the chamber B through the starting valve chamber A to the reservoir R2 so that movement of the valve 2 does not reduce the pressure in the chamber B and is therefore ineifective to cause any movement of the piston l and valve 5. lf, however, the 4Jstarting valve 2 is moved to its eXtreme position as shown in Fig. 9 while the train is running at control speed the chamber B will be connected through the chamber A and the exhaust port V to the atmosphere and an emergency application of the brakes will follow.

ln Fig. 10 the starting valve has also been moved to extreme position by a stop signal but as the speed of the train is not greater than the safe speed at which it is permitted to pass a stop signal the plunger 13 has risen still farther and cuts olf the connection B from both the reservoir R2 and the chamber A so that the pressure of the chamber B cannot be reduced and n0 application of the brakes will follow.

Having thus described my invention it will be evident that many changes and modiications can be made in each ot' the several parts thereof without departing from the spirit and scope of my invention and I do not wish to be limited to the specific vdetails and arrangements herein described but what l do claim is 1. An air brake controlling apparatus comprising a main reservoir, a brake pipe` al main valve effective in different positions to close said brake pipe or to connect the same to the main reservoir or to the atmposhere, a piston to move said valve, a each side of the piston, a plurality of auxiliary reservoirs, and means to successively change the connections from said reservoirs to said chambers to vary the relative ressuresl upon the oppositesides of said piston and cause the piston and valve to assume the necessary positions to apply the brakes.

2. An air brake controlling apparatus comprising a main reservoir, a brake pipe, a main valve effective in different positions to close said brake pipe or to connect the same to the main reservoir or to the atmosphere, a piston to move said valve, a chamber on 'each side of the piston, a plurality of auxiliary reservoirs, cessively change the connections from said reservoirs to said chambers to vary the relative pressures upon the opposite sides of said plston and cause the piston and valve to assume the. necessary positions -to apply the brakes and speed control mechanism effective to release they brakes when the speed of the train has been reduced to a predetermined point.

3. An air brake controlling apparatus comprising a main reservoir, a brake p lpe, a main valve effective in different pos1t1ons to close said brake pipe or to connect the same to the main reservoir or to the atmosphere, a piston to move said valve, a chamber on .each side of the piston maintained normally at a high pressure, an auxiliary reservoir maintained normally at a lower pressure, and means to connect one of sald chambers to said auxiliary reservoir, the egrpansion of the air from said chamber tosald reservoir reducing the pressure upon one side of said piston and causing the piston to move the main valve to apply the brakes..

4. An air brake controlling apparatus comprising a main reservoir, a brakep'ipe, a main valve effective in different posltlons to connect the brake pipe to the atmosphere, to close the brake pipe, and to thereafter connect said pipe to the main reservoir, and means including a track signal and a speed controlled device effective to move said valve automatically to its different operative positions in the order named, sai valve bemg maintained in position to close said brake pipe until the speed is reduced to a predetermined rate, and movement of said valve tothereafter connect said brake pipe to the main reservoir being governed by said speed controlled device.

5. An air brake controlling apparatus comprising a main reservoir, a brake ipe, a main valve effective in differentpositions to close said brake pipe or to connect the same to the main reservoir or to the atmosphere, means effective to move said valve to connect the brake pipe to the atmosphere, and lto thereafter close said brake pipe at reduced chamber on and means to sucpressure, speed controlled devices effective to` thereafter connect the brake pipe to the mam reservoir, and means to agam close the brake pipe when the original pressure in the speed of the train is reduced to a predetermined point.

An air brake controlling apparatus comprising a main reservoir,'a brake ipe, a main valve effective in different positions to close said brake pipe or to connect the same to the main reservoir or to the atmosphere, and automatic means to move said valve in one direction to apply the brakes and in the opposite direction in a series of steps to maintain the brakes in action until the speed is reduced to a predetermined point, and to thereafter release the brakes by restoring the original pressure in the brake pipe.

8. An air brake controlling apparatus.

comprising a main reservoir, a brake pipe, a main valve effective in dierent positions to close said brake pipe and to connect the same to the main reservoir or to the atmosphere, a track signal, control mechanism comprising a single signal engaging member, a starting valve movable thereby, and connections from said startin valve to said main valve whereby said startmg valve when moved to intermediate position is effective to move the main valve and apply the brakes v to reduce the speed of a tram to a predetermined or control speed, and whereby said starting valve when moved to extreme position is effective to move the main valve and apply the brakes to stop the train, and a speed controlled device effective to render said control mechanism inoperative when the starting valve is moved to intermediate position if the speed of the train does not exceed a fixed limit, but leaving the control mechanism operative when the starting valve is moved to eXtreme position although the rain is moving at less than said fixed s ee "p9. An air brake controlling apparatus comprising a main reservoir, a brake pipe, a mainv valve effective in dierent positions to close said brake pipe or to connect the same to the main reservoir or to the atmosphere, and automatic means effective under predetermined conditions to move the valve and apply the brakes to reduce the speed of the train to a predetermined or control speed, said means being also eifective under different conditions to move the valve and apply the brakes tol stop the train, and a speed controlled device to render said automatic means inoperative under said predetermined conditions when the speed of the train does not exceed the control speed but leaving said means operable under said different conditions at less than the control speed, said speed controlled device being also effective to render said automatic means inoperative under all y"conditions when the4 speed of the train does not exceed a lower predetermined or safe speed.

10. An `air brake controlling apparatus comprising a main reservoir, a brake pipe, a main valve effective in different positions to close said brake pipe or to connect the same to the main reservoir or to the atmosphere, automatic means including a starting valve effective under predetermlned conditions to bring the train to a stand-still, and a manually operated release valve to restore said starting valve to initial position, said automatic means thereafter operating to release the brakes and restore all parts of the apparatus to normal position.

11. An air brake controlling apparatus comprising a main reservoir, a brake pipe,

a main valve effective in different positions to close said brake pipe and to connect the same to the main reservoir or to the atmosphere, means including a starting valve movable from normal position to two diferent operative positions and a speed controlled device, said means being effective ywhen said starting valve is movedto one operative position to move said main valve into position to apply the brakes and stop the train, and said means being effective when said starting valve is moved to its second operative position to rst move said main valve into position to apply the brakes and to thereafter move said main valve into position to release,- said brakes when the speed has been reduced to a predetermined.

rate, mechanical means to move said starting valve to either of said operative positions, and pneumatic means to hold said valve in such position.

l2. An air brake controlling apparatus comprising brake operating devlces, a starting valve, means to move said starting valve from inoperative position to either intermediate or extremel operative positions, pneumatic connections from said valve to said brake operating devices through which said valve is effective to apply the brakes and stop the train when moved to extreme position, and also to apply the brakes until the speed is reduced to a predetermined rate when moved to intermediate position, and a speed controlled device governing said latter application of the brakes.

13. An air brake controlling apparatus comprising a main reservoir, a brake pipe, a main valve eective in different positions to close said brake pipe or to connect the same to the main reservoir or to the atmosphere, a piston to move said valve, a chamber on each side of said piston maintained normally at high pressure, an auxiliary reservoir maintained normally at a lower pressure and automatic means to connect one of said chambers to said auxiliary reservoir, the expansion of air from said chamber to said reservoir reducing the pressure upon one side of said piston and causing the said piston to move till the pressures on 0pposite sides of said piston are equalized, the travel of the piston moving the main valve to apply the brakes.`

14. AAn air brake controlling apparatus comprisin a main reservoir, a brake pipe, a main va ve effective in different positions to close said brake pipe or to connect the` same to the main reservoir or to the atmosphere, a piston to move said valve, a chamber on each sideof saidpiston maintained normally at high pressure, a -plurality of auxiliary reservoirs maintained at relatively high and klow pressures respectively, automatic means to connect a low pressure reservoir to one of said chambers, the resultant movement of the piston to equalize the pressures in'the two chambers moving the main valve to apply the brakes, and automatic means to thereafter connect said chamber to a high pressure reservoir, the resultant movement of the piston being effective to release the brakes.

In testimony whereof have hereunto set CHAs. T. HAWLEY, C. FoRREs'r Wasson. 

